Adding anti spin to rearend?

[Blacksdieselhp]

I just bought a 2005 and didn't even think to see if it had anti spin, but it don't and it sucks. How much does it cost to add this? Where is the best place to get the parts?

 

[Blacksdieselhp]

Come on guys, surely somebody knows.

 

[HSpiering]

You really don't get much with anti-spin. Not worth the money. Need to get lockers of some type.

 

[Blacksdieselhp]

I agree, but anti spin works alot better than an open diff. This is the first truck I've had without it and only on tire spins. All the other trucks I've had spun both sides with the anti spin. Where can you get lockers for these trucks?

 

[Nate]

I'm not sure what axle is under your truck. I'm sure you could buy the stock limited slip and install that.



I thought about doing that on my truck, but I ended up putting a Detroit locker. It's a bit "rough" driving on the street all that time, but it's not terrible. One of these days I might put a D80 in and I'll put an ARB in that one maybe.

 

[SBLASIUS]

I have a 2006 sport that did not come with the antispin in it and just had the dealer install one in it for $1800. They are going to factory warrantee it

 

[cerberusiam]

ARB is supposed to have theirs ready for the AAM 11. 5 in early 2007. Might be worth it to check with them and see if it close. Otherwise it is the dealer or a reseller for AAM and I hear that is tough to find.



Good luck.

 

[rjohnson916]

I have a 2006 sport that did not come with the antispin in it and just had the dealer install one in it for $1800. They are going to factory warrantee it

Holy cow :--) I don't think it's worth that much at all if mine didn't have it, I wouldn't have really missed it. My truck has a trailer behind it now 80% of the time. A few customers of mine live in this remote area where I have to start up a slippery, steep grade with a few tight turns. Sometimes the factory (Anti-Spin) fights to gain traction around these corners and makes the rear buck around these corners when it's wet and you give the ol' Cummins some fuel. Also it only works if the truck is already rolling, it acts like a typical (open) style differential when you start from a dead stop & one wheel is either up in the air off-road and the other is on the ground. Or when one wheel is on ice/ snow and the other on pavement, or one on gravel on on solid surface etc... I've learned that as long as I'm rolling or have a run at it, I've got posi traction. I've even tested my method by getting the truck in a flex offroad where one tire is 6" in the air and the other on the ground and she just spins the wheel thats free in the air. Don't matter if you "blip" the park brake or apply a little brake like the book says. I've also checked my glove box, says I've got anti-spin. I think it means (Anti-Spin both wheels) :-laf



-Ryan

 

[cerberusiam]

I've even tested my method by getting the truck in a flex offroad where one tire is 6" in the air and the other on the ground and she just spins the wheel thats free in the air.

I think that is the "limited" portion of the limited slip. :-laf :-laf





TQ bias diffs do not work well with large differences in traction. I have slipped the clutch systems in situations like that. A locker is the ticket in extreme situations.

 

[HSpiering]

I had a problem with much getting much use out of my anti-spin so I asked a auto writer about my problem and this is his answer.



I have a Dodge 4X4 with an anti-spin differential (limited slip rear end). > > Before that I had Ford Bronco with the same. > > > > With both vehicles I have had occasion to be off road in mud or gravel and > > had one rear wheel spin requiring me to engage 4wd to get out. I have heard > > to apply the brake to change power from one wheel to the next. This did not > > prove to be effective. So just what advantage am I getting off road? > > > > On other occasions (with both vehicles) I have spun out on ice when in 2wd. > > Could the limited slip rear end contribute to this happening? If this is so > > could people who have limited slip be at risk and not know it? > >





A: According to Isaac Steele, my off-roading enthusiast co-worker, > your problem is common: "Most hardcore off-roaders think a factory > limited-slip differential isn't much better than a standard > differential. Limited-slips are fine when there's not much traction > loss, but they're almost worthless when one tire loses traction > completely. " > > The differential splits the torque applied by the driveshaft and > delivers it to the two drive axles. When the vehicle turns a corner, > the outside wheel travels farther than the inside wheel, so the > differential must also allow the two drive axles to turn at different > speeds. Therein lies a conflict: how does the differential know the > difference between a wheel that's turning a corner and one that's > losing traction? > > Dozens of traction-enhancing differential designs address this > conflict. Some, such as the Torsen differential used by Hummer and > Audi, are factory equipment. Others are made by the aftermarket, and > may be retrofitted to most vehicles. Each can be rated on a "torque > bias ratio" scale of the differential's ability to transfer torque to > the wheel with traction when one wheel slips. > > The standard "open differential" is at the low end of the scale. It > has a torque bias ratio of zero -- it always transmits all the torque > to the wheel that's slipping. Limited-slip differentials improve upon > this. Those with clutch packs, like the one in your Dodge, transfer > some of the torque from the slipping wheel to the one with traction. > Those using viscous fluids or helical gear arrangements have more > aggressive torque bias ratios. > > At the top of the scale, a "locker" differential will lock, or > "spool," the two axles solidly together, so both wheels always receive > an equal amount of torque. A spooled differential won't leave you > stuck until both wheels completely lose traction, but it also won't > turn a corner without scrubbing the wheels. A vehicle with a spooled > differential can be impossible to maneuver on dry pavement, and unsafe > to drive at speed on icy roads. > > In general, the greater the torque bias ratio, the greater the > handling difficulty there will be at speed on ice. There are > exceptions however; the Torsen differential is stable under icy > conditions, and some locker differentials, such as the Toyota locking > differential, or the ARB Air Locker (www.arb.com.au) allow the driver > to switch between a locked and a standard differential by pressing a > button on the dash. > > Factory limited-slip differentials don't generally have enough torque > bias to create problems in icy conditions. This low torque bias is > also why you haven't been helped by the trick of pressing the brake > lightly when a wheel spins. The trick works well when the torque bias > ratio is high.